CN117163325B - Multi-redundancy attitude control engine distribution method and device considering fault tolerance - Google Patents
Multi-redundancy attitude control engine distribution method and device considering fault tolerance Download PDFInfo
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Abstract
The invention relates to the technical field of aerospace, in particular to a multi-redundancy attitude control engine distribution method and device considering fault tolerance. Comprising the following steps: based on the installation position, the installation direction and the thrust of each engine, respectively determining a distribution array of a main branch, a standby branch and a double branch; for each attitude control, performing: acquiring a target impulse moment, a target branch and a fault engine; when the faulty engine is located in the target branch, determining a required starting time length of each engine based on a distribution matrix corresponding to the target branch, a target impulse moment and a zero space solution of the target branch; and distributing impulse moments corresponding to the fault engine to the engine which does not contain the other branch of the fault engine according to the required starting time length of the fault engine to obtain the final starting time length of each engine so as to control the attitude of the aircraft. According to the scheme, the engine can be used to the greatest extent, and the control capability of the system under the fault condition is improved.
Description
Technical Field
The embodiment of the invention relates to the technical field of aerospace, in particular to a multi-redundancy attitude control engine distribution method and device considering fault tolerance.
Background
Because of long working time, the attitude control engine of the on-orbit aircraft usually adopts redundant configuration of main and standby parts so as to improve the reliability of the system. For the use distribution of the attitude control engines with redundant configuration, three modes of a main branch, a standby branch and a double branch are generally designed, if one engine fails, the existing distribution method gives up the single-branch group and the double-branch group where the failed engine is located, and only the other single-branch group attitude control engine is used, so that the use efficiency of the engines is greatly reduced, and the stable control of the aircraft is difficult to realize under the working condition of insufficient control capability of the single-group attitude control engine.
Therefore, there is a need for a multiple redundant attitude control engine distribution method that considers fault tolerance.
Disclosure of Invention
In order to solve the problems that the service efficiency of an engine is low and stable control of an aircraft is difficult to realize in the existing distribution method, the embodiment of the invention provides a multi-redundancy attitude control engine distribution method and device considering fault tolerance.
In a first aspect, an embodiment of the present invention provides a method for distributing a multi-redundancy attitude control engine in consideration of fault tolerance, which is applied to an attitude control system of an aircraft, and the method includes:
based on the installation position, the installation direction and the thrust of each engine, respectively determining a distribution array of a main branch, a standby branch and a double branch;
for each attitude control, performing: acquiring a target impulse moment, a target branch and a fault engine; the target branch is one of a main branch, a standby branch and a double branch;
when the fault engine is located in the target branch, determining the required starting time length of each engine based on a distribution matrix corresponding to the target branch, the target impulse moment and a zero space solution of the target branch;
and distributing impulse moments corresponding to the fault engine to the engines which do not comprise the other branch of the fault engine according to the required starting time length of the fault engine, and obtaining the final starting time length of each engine so as to control the attitude of the aircraft.
In a second aspect, an embodiment of the present invention further provides a multi-redundancy attitude control engine allocation apparatus considering fault tolerance, which is applied to an attitude control system of an aircraft, including:
a determining unit for determining distribution arrays of the main branch, the spare branch and the double branch based on the installation position, the installation direction and the thrust of each engine, respectively;
an acquisition unit configured to execute, for each attitude control: acquiring a target impulse moment, a target branch and a fault engine; the target branch is one of a main branch, a standby branch and a double branch;
the calculating unit is used for determining the required starting time length of each engine based on a distribution matrix corresponding to the target branch, the target impulse moment and a zero space solution of the target branch when the fault engine is located in the target branch;
the distribution unit is used for distributing impulse moments corresponding to the fault engine to the engines which do not comprise the other branch of the fault engine according to the required starting time length of the fault engine, so that the final starting time length of each engine is obtained, and the attitude control is carried out on the aircraft.
The embodiment of the invention provides a multi-redundancy attitude control engine distribution method and device considering fault tolerance, when a fault engine exists in a target branch to be started, firstly, the required starting time length of each engine is determined through a distribution matrix corresponding to the target branch, a target impulse moment and a zero space solution of the target branch, and then, according to the required starting time length of the fault engine, the impulse moment required to be born by the fault engine is distributed to another attitude control engine of a single branch through a secondary distribution, so that the engine can be used to the greatest extent, and the control capability of a system under the fault condition is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a method for distributing a multi-redundant, controlled engine that accounts for fault tolerance according to one embodiment of the present invention;
FIG. 2 is a plot of the final start-up duration of a main branch engine according to one embodiment of the present invention;
FIG. 3 is a graph of the final start-up time period for a redundant engine according to one embodiment of the present invention;
FIG. 4 is a hardware architecture diagram of a computing device according to one embodiment of the invention;
FIG. 5 is a block diagram of a multiple redundant, controlled engine distribution device that accounts for fault tolerance according to one embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments, and all other embodiments obtained by those skilled in the art without making any inventive effort based on the embodiments of the present invention are within the scope of protection of the present invention.
Specific implementations of the above concepts are described below.
Referring to fig. 1, an embodiment of the present invention provides a multi-redundancy attitude control engine allocation method considering fault tolerance, which is applied to an attitude control system of an aircraft, and includes:
step 100, respectively determining distribution arrays of a main branch, a standby branch and a double branch based on the installation position, the installation direction and the thrust of each engine;
step 102, for each gesture control, executing: acquiring a target impulse moment, a target branch and a fault engine; the target branch is one of a main branch, a standby branch and a double branch;
104, when the faulty engine is located in the target branch, determining a required start-up time length of each engine based on a distribution matrix corresponding to the target branch, the target impulse moment and a zero-space solution of the target branch;
and 106, distributing impulse moments corresponding to the fault engine to the engines of the other branch which do not contain the fault engine according to the required starting time of the fault engine to obtain the final starting time of each engine so as to control the attitude of the aircraft.
In the embodiment of the invention, when a fault engine exists in a target branch to be started, the required starting time length of each engine is determined through the distribution matrix corresponding to the target branch, the target impulse moment and the zero space solution of the target branch, and then the impulse moment required to bear by the fault engine is distributed to the attitude control engine of the other single branch through a secondary distribution according to the required starting time length of the fault engine, so that the engine can be used to the maximum extent, and the control capability of a system under the fault condition is improved.
For step 100:
in some embodiments, step 100 may include:
based on the installation position and the installation direction of each engine in the main branch, determining the vector of each engine in the main branch relative to the mass center of the aircraft, so as to determine the output moment vector of each engine in the main branch based on the vector of each engine relative to the mass center and the thrust vector of each engine, and obtain the output moment matrix of the main branch;
determining a vector of each engine in the standby branch relative to the mass center of the aircraft based on the installation position and the installation direction of each engine in the standby branch, so as to determine an output moment vector of each engine in the standby branch based on the vector of each engine relative to the mass center and the thrust vector of each engine, and obtain an output moment matrix of the standby branch;
determining an output moment matrix of the double branches based on the output moment matrix of the main branch and the output moment matrix of the standby branch;
and taking Moore-Penrose inverse matrixes of the output moment matrixes of the main branch, the spare branch and the double branch as distribution matrixes of the main branch, the spare branch and the double branch respectively.
In the present embodiment, the mounting position and mounting direction of the engines in the main branch and the spare branch, the position of the center of mass of the aircraft, and the thrust of each engine are all known amounts, and then, based on the position of the center of mass of the aircraft, the mounting position and mounting direction of each engine, the vector of each engine with respect to the center of mass of the aircraft can be determinedThe method comprises the steps of carrying out a first treatment on the surface of the The output torque vector for each engine can then be calculated by the following formula:
in the method, in the process of the invention,for the vector of the engine with respect to the centre of mass of the aircraft, < >>For the thrust vector of the engine>Is the output torque vector of the engine.
In conclusion, the output moment matrix of the main branch can be calculatedThe method comprises the following steps: />Wherein, the method comprises the steps of, wherein,the output moment vector of each engine in the main branch;
output moment matrix for backup branchThe method comprises the following steps: />Wherein->The output moment vector of each engine in the standby branch;
output moment matrix of double branchesThe method comprises the following steps: />。
In this embodiment, the output moment matrix is directly used to calculate the preliminary starting time length, so that a plurality of solutions exist, and therefore, the inverse matrix of the output moment matrix of the main branch, the spare branch and the double branch is required to be used as the distribution matrix of the main branch, the spare branch and the double branch respectively, so as to select the optimal solution of the preliminary starting time length of each engine.
In some embodiments, the distribution matrix is calculated by:
for the main branch, the spare branch and the double branch, all execute:
obtaining a corresponding output moment matrix;
setting an initial value of an iteration variable as a unit matrix to obtain a target value of the iteration variable by iterative calculation based on the output moment matrix, the rank of the output moment matrix and the trace of the output moment matrix; wherein the number of iterations of the target value is determined based on the rank of the output torque matrix;
and determining a corresponding distribution matrix based on the target value of the iteration variable, the output moment matrix, the rank of the output moment matrix and the trace of the output moment matrix.
In this embodiment, the output moment matrices of the main branch, the spare branch, and the double branch are used to calculate distribution matrices of the main branch, the spare branch, and the double branch, respectively.
Next, the solving process of the allocation matrix will be described taking the main branch as an example.
First, let the initial value of the iteration variableWherein->Is a unit array;
then, let theWherein->Output moment matrix for main branch, +.>Transpose of the output moment matrix of the main branch, < >>Is an intermediate parameter for simplifying the calculation formula, and is not intended to be interpreted;
then, the target value of the iteration variable can be iteratively calculated by the following formula:
in the method, in the process of the invention,as an iteration variable, ++>Is an intermediate parameter->For outputting moment matrix->Rank of->For outputting moment matrix->Is a trace of (1).
Initial value of iteration variableSubstituting the iterative calculation formula to calculate +.>Is to be added againSubstituting the iterative calculation formula to calculate +.>And so on until +.>Obtaining the target value of the iteration variable +.>；
Finally, the distribution matrix may be calculated based on the following formula:
in the method, in the process of the invention,an allocation matrix for the main branches,>for the target value of the iteration variable, +.>Is an intermediate parameter->For outputting moment matrix->Rank of->For outputting moment matrix->Track of->Is the transpose of the output moment matrix of the main branch.
Similarly, the output moment matrixes of the standby branch and the double branch are utilized, and the distribution matrix of the standby branch and the distribution matrix of the double branch can be calculated in the same calculation process as the distribution matrix of the main branch. In this embodiment, the distribution matrix is calculated by using an iterative calculation manner, so that the preliminary starting time length of each engine can meet the minimum norm least square solution, and the fuel consumption is minimum while the distribution precision is met.
For step 102:
in the present embodiment, at each attitude control, the following is performed: the target impulse moment of the attitude control is acquired, and a started target branch and a current fault engine are designated, wherein the target branch can be one of a main branch, a standby branch and a double branch. For example, the target impulse moment of a certain attitude control is small, only a single branch is needed to realize stable control, then a single branch group without fault can be directly designated as a target branch, or a standby branch is overused due to the existence of a faulty engine in a main branch, and in order to reduce the fault risk of the engine in the standby branch group, the main branch with fault can be designated as the target branch. Furthermore, if the target impulse moment of a certain attitude control is large, the control capability of using a single set of attitude control engines is insufficient, and stable control of the aircraft is difficult to realize, even if a fault engine exists in a certain single branch, the double branch can still be designated as the target branch.
For step 104:
in some embodiments, the step of determining the required start-up time of each engine based on the allocation matrix corresponding to the target branch, the target impulse moment, and the zero-space solution of the target branch may include:
determining a preliminary starting time length matrix corresponding to the target branch based on the distribution matrix corresponding to the target branch and the target impulse moment; the preliminary starting time length matrix comprises preliminary starting time length of each engine in the target branch;
calculating a zero-space solution of the target branch based on the output moment matrix of the target branch;
and determining the required starting time length of each engine in the target branch based on the zero-space solution of the target branch and the preliminary starting time length of each engine in the target branch so as to determine the required starting time length of each engine of the aircraft.
The preliminary boot time matrix corresponding to the target branch can be calculated by the following formula:
in the method, in the process of the invention,preliminary start-up time length matrix corresponding to target branch, < >>Distribution matrix for target branches +.>Is the target impulse moment.
Due toAnd therefore, on the basis of the negative value, a positive zero-space solution is added, so that the required starting-up time length can be ensured to be greater than or equal to 0. Because engine configurations typically have symmetry, there is typically a positive zero-space solution.
The null space solution can be calculated by the following formula:
in the method, in the process of the invention,output moment matrix for target branch, +.>Is a zero-space solution of the target branch, andwherein->Is the null-space solution for each engine in the target branch.
Then, the required start-up time for each engine in the target branch may be calculated according to the following formula:
in the method, in the process of the invention,a required start-up time for each engine in the target branch,/->Preliminary start-up time length matrix corresponding to target branch, < >>For the zero-space solution of the target branch, +.>Scaling factor for a zero-space solution, +.>Wherein->For the element in the preliminary start-up time length matrix corresponding to the target branch, < >>Is the null-space solution for each engine in the target branch.
It will be appreciated that when the target branch is the primary branch, the allocation matrix of the target branch is that in step 100The output moment matrix of the target branch is +.>The method comprises the steps of carrying out a first treatment on the surface of the When the target branch is the double branch, the output moment matrix of the target branch is +.>。
In the embodiment of the invention, after determining the required starting time of each engine in the target branch, the method further comprises the following steps:
when the target branch is a main branch or a spare branch, the required starting time length of each engine in the other branch is zero.
In this embodiment, when the target branch is the main branch or the spare branch, the required start-up time of each engine in the other branch is zero, so that the required start-up time of each engine in the aircraft is obtained. When the target branch is a double branch, the engines in the target branch are all gesture control engines of the aircraft, and the required starting time length matrix of the target branch comprises the required starting time length of each engine in the main branch and the standby branch.
In some embodiments, after the target impulse moment, the target branch, and the failed engine are obtained, further comprising:
when the faulty engine is not located in the target branch, determining the final starting time of each engine based on a distribution matrix corresponding to the target branch, the target impulse moment and a zero space solution of the target branch;
and carrying out attitude control on the aircraft based on the final starting time of each engine.
In this embodiment, when the faulty engine is not located in the target branch, the impulse moment of the faulty engine is not required to be secondarily distributed, and the final start duration of each engine can be determined by directly using the distribution matrix corresponding to the target branch, the target impulse moment and the zero-space solution of the target branch. However, the allocation matrix of this embodiment may use the iterative calculation in step 100 to calculate the Moore-Penrose inverse matrix as the allocation matrix corresponding to the target branch, so that the calculated final start-up duration may satisfy the least-norm least-squares solution, and the fuel consumption may be minimized while satisfying the allocation accuracy.
For step 106:
in some embodiments, the step of "distributing the impulse moment corresponding to the failed engine to the engine of the other branch not including the failed engine according to the required starting time of the failed engine to obtain the final starting time of each engine" may include the following steps S1 to S4:
step S1, determining impulse moment corresponding to a fault engine based on required starting time of the fault engine and an output moment vector of the fault engine;
in this embodiment, the impulse moment corresponding to the failed engine is calculated by the following formula:
in the method, in the process of the invention,for the impulse moment corresponding to the faulty engine, < +.>Output moment vector of faulty engine calculated for step 100,/->The requested start-up time for the failed engine determined in step 104.
Step S2, determining the extra starting time length of each engine in the branch which does not contain the fault engine based on the impulse moment corresponding to the fault engine and the distribution matrix corresponding to the other branch which does not contain the fault engine;
in this embodiment, the additional start-up time of each engine in the branch not including the failed engine may be calculated by the following formula:
in the method, in the process of the invention,matrix of extra start-up time length for branches not containing faulty engine +.>For a distribution matrix corresponding to branches not containing faulty engines, +.>The impulse moment corresponding to the fault engine.
Step S3, adding the extra starting time length of each engine in the branch without the fault engine and the required starting time length of each engine in the branch without the fault engine, and performing zero space processing on the added matrix to obtain the final starting time length of each engine in the branch without the fault engine;
in this embodiment, the additional boot time length is added to the required boot time length matrix of the branch not including the failed engine, to obtain an added matrix:
in the method, in the process of the invention,for the added matrix +.>Is not included inAn additional start-up duration matrix for the branches of the barrier engine,a matrix of required start-up time lengths for branches that do not contain a faulty engine.
Zero space processing is carried out on the added matrixes to obtain a final starting duration matrix of the branch which does not contain the fault engine:
wherein,for the final start-up time matrix of the branch not containing a faulty engine +.>For the added matrix +.>Zero-space solution for the branch not containing a faulty engine>Wherein->For the zero-space solution of each engine in the branch not containing the faulty engine +.>For the proportionality coefficient of the zero-space solution of the branch not containing the faulty engine +.>Wherein->And (3) the elements in the preliminary start-up time length matrix corresponding to the branch which does not contain the fault engine.
In the present embodiment, regardless of whether the target branch is a single branch group or a double branch, as long as the failed engine is located in the target branch, the impulse moment corresponding to the failed engine needs to be distributed to another single-branch engine that does not include the failed engine. For example, assuming that the target branch is a dual branch and the failed engine is located in a backup branch, then the impulse moment of the failed engine needs to be distributed to the engines of the main branch; and assuming that the target branch is a main branch and the fault engine is positioned in the main branch, impulse moment of the fault engine is required to be distributed to the engine with the spare branch, namely the final starting time length of the spare branch is the result obtained by adding the additional starting time length and a matrix 0 (namely the matrix of the required starting time length of the spare branch) and performing zero space processing.
And S4, setting the final starting time length of the fault engine to be 0, and setting the final starting time length of the engine which normally works in the branch where the fault engine is located to be the corresponding required starting time length, so as to obtain the final starting time length of each engine in the aircraft.
In this embodiment, the final start-up duration of the failed engine should be 0, the final start-up duration of the engine that normally works in the branch where the failed engine is located is the required start-up duration corresponding to each other, and the final start-up duration of the engine in the branch that does not include the failed engine is the final start-up duration calculated in step S3.
Simulation examples of the embodiments of the present invention are described below.
Taking attitude control during orbit control of a certain low-orbit aircraft as an example, taking the centroid position of the aircraft and the mounting position, mounting direction and thrust of an engine as inputs, the specific implementation process of the simulation example is described in detail.
The position of the mass center of the aircraft in a mechanical coordinate system (the coordinate system is that the aircraft body coordinate system translates to the joint of the satellite-rocket docking ring and the rocket) is 5000,0,0 mm.
The main backup of the attitude control engine of the aircraft is 4, and the installation positions, the installation directions and the thrust of the main backup engine and the backup engine are shown in the following table:
step 100, according to the installation position, the installation direction and the thrust of the engine, calculating a distribution array of a main branch, a spare branch and a double branch, wherein the distribution array is specifically as follows:
output moment matrix of main branch engine unit:
；
output moment matrix of the standby branch engine unit:
；
output torque matrix of dual-branch engine block:
and selecting a Moore-Penrose inverse matrix of the output moment matrix as a distribution matrix, so that the preliminary starting time length of the engine meets the least-norm least square solution, and the fuel consumption is minimum while the distribution precision is met. The distribution arrays of the main branch, the spare branch and the double branches are respectively obtained as follows:
distribution matrix of main branch engine block:
；
distribution matrix of the standby branch attitude control engine unit:
；
distribution matrix of double-branch attitude control engine unit:
；
the main branch is selected as the target branch, wherein the C2 engine in the main branch has faults.
Step 104, calculating the required starting time of each engine by using the given target impulse moment and combining the zero space solution of the target branch based on the distribution matrix of the target branch:
first, according to the target impulse momentAnd allocation matrix of target branches->The preliminary starting time of the target branch is calculated:
determining a null-space solution of the main branch:
due toAnd therefore, on the basis of the negative value, a positive zero space solution is added, so that the starting time duration of the power-on type power-on device is ensured to be greater than or equal to 0. And further, the required starting time length of each engine in the main branch is calculated as follows:
wherein,，/>。
it can be appreciated that the required boot time matrix of the standby branchIs a matrix of 0.
Step 106, secondarily distributing the corresponding impulse moment to the gesture control engine with the branch according to the required starting time of the fault engine, and obtaining the final starting time of each engine.
The main branch C2 has a fault, and the required starting time is as long asAnd (3) calculating impulse moment corresponding to the fault engine:
；
the required starting time of the fault engineThe method comprises the steps of distributing the fault engine to the spare branch engine, and obtaining an additional starting time length matrix of the fault engine distributed to the spare branch engine:
，
and will beClearing 0;
adding the additional starting time length matrix with the required starting time length of the original and standby branches to obtain an added matrix:
obtaining a zero space solution of the spare branch engine:
obtaining a final starting time length matrix of the spare branch engine after zero space solution processing:
wherein,，/>。
in combination, the final start-up time of the failed engineThe final starting time length of the branch where the fault engine is located, namely the engine which normally works in the main branch is corresponding to the required starting time length>And obtaining the final starting time of each normal engine.
Simulation results and analysis:
as shown in fig. 2, which shows the final start-up duration curves of the respective engines in the main branch, the final start-up duration of the second engine C2 is 0 due to the failure of the second engine C2. The final start-up time curves for each engine in the standby branch are shown in fig. 3.
As shown in fig. 4 and 5, the embodiment of the invention provides a multi-redundancy attitude control engine distribution device considering fault tolerance. The apparatus embodiments may be implemented by software, or may be implemented by hardware or a combination of hardware and software. In terms of hardware, as shown in fig. 4, a hardware architecture diagram of a computing device where a multiple redundancy gesture control engine allocation apparatus considering fault tolerance is provided in an embodiment of the present invention, in addition to a processor, a memory, a network interface, and a nonvolatile memory shown in fig. 4, the computing device where the apparatus is located in the embodiment may generally include other hardware, such as a forwarding chip responsible for processing a packet, and so on. Taking a software implementation as an example, as shown in fig. 5, as a device in a logic sense, the device is formed by reading a corresponding computer program in a nonvolatile memory into a memory by a CPU of a computing device where the device is located. The embodiment provides a multi-redundancy attitude control engine distribution device considering fault tolerance, which is applied to an attitude control system of an aircraft, and comprises:
a determining unit 501 for determining distribution arrays of a main branch, a spare branch, and a double branch, respectively, based on an installation position, an installation direction, and a thrust of each engine;
an acquisition unit 502 for performing, for each attitude control: acquiring a target impulse moment, a target branch and a fault engine; the target branch is one of a main branch, a standby branch and a double branch;
a calculating unit 503, configured to determine a required start-up duration of each engine based on a distribution matrix corresponding to the target branch, the target impulse moment, and a zero-space solution of the target branch when the faulty engine is located in the target branch;
and the distribution unit 504 is configured to distribute, according to the required start-up time of the failed engine, an impulse moment corresponding to the failed engine to an engine that does not include another branch of the failed engine, so as to obtain a final start-up time of each engine, so as to perform this attitude control on the aircraft.
In one embodiment of the present invention, after the target impulse moment, the target branch and the failed engine are acquired, the calculation unit 503 is further configured to:
when the faulty engine is not located in the target branch, determining the final starting time of each engine based on a distribution matrix corresponding to the target branch, the target impulse moment and a zero space solution of the target branch;
and carrying out attitude control on the aircraft based on the final starting time of each engine.
In one embodiment of the present invention, the determining unit 501 is configured to perform:
based on the installation position and the installation direction of each engine in the main branch, determining the vector of each engine in the main branch relative to the mass center of the aircraft, so as to determine the output moment vector of each engine in the main branch based on the vector of each engine relative to the mass center and the thrust vector of each engine, and obtain the output moment matrix of the main branch;
determining a vector of each engine in the standby branch relative to the mass center of the aircraft based on the installation position and the installation direction of each engine in the standby branch, so as to determine an output moment vector of each engine in the standby branch based on the vector of each engine relative to the mass center and the thrust vector of each engine, and obtain an output moment matrix of the standby branch;
determining an output moment matrix of the double branches based on the output moment matrix of the main branch and the output moment matrix of the standby branch;
and taking Moore-Penrose inverse matrixes of the output moment matrixes of the main branch, the spare branch and the double branch as distribution matrixes of the main branch, the spare branch and the double branch respectively.
In one embodiment of the present invention, in the determining unit 501, the allocation matrix is calculated as follows:
for the main branch, the spare branch and the double branch, all execute:
obtaining a corresponding output moment matrix;
setting an initial value of an iteration variable as a unit matrix to obtain a target value of the iteration variable by iterative calculation based on the output moment matrix, the rank of the output moment matrix and the trace of the output moment matrix; wherein the number of iterations of the target value is determined based on the rank of the output torque matrix;
and determining a corresponding distribution matrix based on the target value of the iteration variable, the output moment matrix, the rank of the output moment matrix and the trace of the output moment matrix.
In one embodiment of the present invention, the computing unit 503 is configured to perform:
determining a preliminary starting time length matrix corresponding to the target branch based on the distribution matrix corresponding to the target branch and the target impulse moment; the preliminary starting time length matrix comprises preliminary starting time length of each engine in the target branch;
calculating a zero-space solution of the target branch based on the output moment matrix of the target branch;
and determining the required starting time length of each engine in the target branch based on the zero-space solution of the target branch and the preliminary starting time length of each engine in the target branch so as to determine the required starting time length of each engine of the aircraft.
In one embodiment of the present invention, the calculating unit 503 is further configured to, after executing the determination of the required start-up time period of each engine in the target branch:
when the target branch is a main branch or a spare branch, the required starting time length of each engine in the other branch is zero.
In one embodiment of the invention, the allocation unit 504 is configured to perform:
determining impulse moment corresponding to the fault engine based on the required starting time length of the fault engine and the output moment vector of the fault engine;
determining the additional starting time of each engine in the branch without the fault engine based on the impulse moment corresponding to the fault engine and the distribution matrix corresponding to the other branch without the fault engine;
adding the additional starting time length of each engine in the branch without the fault engine to the required starting time length of each engine in the branch without the fault engine, and performing zero space processing on the added matrix to obtain the final starting time length of each engine in the branch without the fault engine;
setting the final starting time length of the fault engine to 0, wherein the final starting time length of the engine which normally works in the branch where the fault engine is located is the corresponding required starting time length, and obtaining the final starting time length of each engine in the aircraft.
It will be appreciated that the illustrated construction of the embodiments of the present invention is not intended to be limiting in detail with respect to a multiple redundant, attitude control engine distribution arrangement that takes into account fault tolerance. In other embodiments of the present invention, a multiple redundancy, attitude control engine distribution arrangement that accounts for fault tolerance may include more or fewer component units than shown, or may combine certain component units, or split certain component units, or a different arrangement of component units. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.
The content of information interaction and execution process between the modules in the device is based on the same conception as the embodiment of the method of the present invention, and specific content can be referred to the description in the embodiment of the method of the present invention, which is not repeated here.
The embodiment of the invention also provides a computing device, which comprises a memory and a processor, wherein the memory stores a computer program, and the processor realizes the multi-redundancy attitude control engine distribution method considering fault tolerance in any embodiment of the invention when executing the computer program.
The embodiment of the invention also provides a computer readable storage medium, wherein the computer readable storage medium is stored with a computer program, and the computer program when being executed by a processor, causes the processor to execute the multi-redundancy attitude control engine distribution method considering fault tolerance in any embodiment of the invention.
Specifically, a system or apparatus provided with a storage medium on which a software program code realizing the functions of any of the above embodiments is stored, and a computer (or CPU or MPU) of the system or apparatus may be caused to read out and execute the program code stored in the storage medium.
In this case, the program code itself read from the storage medium may realize the functions of any of the above-described embodiments, and thus the program code and the storage medium storing the program code form part of the present invention.
Examples of the storage medium for providing the program code include a floppy disk, a hard disk, a magneto-optical disk, an optical disk (e.g., CD-ROM, CD-R, CD-RW, DVD-ROM, DVD-RAM, DVD-RW, DVD+RW), a magnetic tape, a nonvolatile memory card, and a ROM. Alternatively, the program code may be downloaded from a server computer by a communication network.
Further, it should be apparent that the functions of any of the above-described embodiments may be implemented not only by executing the program code read out by the computer, but also by causing an operating system or the like operating on the computer to perform part or all of the actual operations based on the instructions of the program code.
Further, it is understood that the program code read out by the storage medium is written into a memory provided in an expansion board inserted into a computer or into a memory provided in an expansion module connected to the computer, and then a CPU or the like mounted on the expansion board or the expansion module is caused to perform part and all of actual operations based on instructions of the program code, thereby realizing the functions of any of the above embodiments.
It is noted that relational terms such as first and second, and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.
Those of ordinary skill in the art will appreciate that: all or part of the steps for implementing the above method embodiments may be implemented by hardware related to program instructions, and the foregoing program may be stored in a computer readable storage medium, where the program, when executed, performs steps including the above method embodiments; and the aforementioned storage medium includes: various media in which program code may be stored, such as ROM, RAM, magnetic or optical disks.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. A method of distributing a multi-redundant attitude control engine in consideration of fault tolerance, for application to an attitude control system of an aircraft, the method comprising:
based on the installation position, the installation direction and the thrust of each engine, respectively determining a distribution array of a main branch, a standby branch and a double branch;
for each attitude control, performing: acquiring a target impulse moment, a target branch and a fault engine; the target branch is one of a main branch, a standby branch and a double branch;
when the fault engine is located in the target branch, determining the required starting time length of each engine based on a distribution matrix corresponding to the target branch, the target impulse moment and a zero space solution of the target branch;
and distributing impulse moments corresponding to the fault engine to the engines which do not comprise the other branch of the fault engine according to the required starting time length of the fault engine, and obtaining the final starting time length of each engine so as to control the attitude of the aircraft.
2. The method of claim 1, further comprising, after said obtaining the target impulse moment, the target branch, and the failed engine:
when the faulty engine is not located in the target branch, determining a final start-up duration of each engine based on a distribution matrix corresponding to the target branch, the target impulse moment and a zero-space solution of the target branch;
and carrying out attitude control on the aircraft based on the final starting time of each engine.
3. The method of claim 1, wherein the determining the distribution arrays of the main branch, the spare branch, and the double branch, respectively, based on the mounting position, the mounting direction, and the thrust of each engine, comprises:
determining a vector of each engine in the main branch relative to a centroid of the aircraft based on a mounting position and a mounting direction of each engine in the main branch, so as to determine an output moment vector of each engine in the main branch based on the vector of each engine relative to the centroid and a thrust vector of each engine, and obtain an output moment matrix of the main branch;
determining a vector of each engine in the spare branch relative to the mass center of the aircraft based on the installation position and the installation direction of each engine in the spare branch, so as to determine an output moment vector of each engine in the spare branch based on the vector of each engine relative to the mass center and the thrust vector of each engine, and obtain an output moment matrix of the spare branch;
determining an output moment matrix of the double branch based on the output moment matrix of the main branch and the output moment matrix of the standby branch;
and taking Moore-Penrose inverse matrixes of the output moment matrixes of the main branch, the standby branch and the double branches as distribution matrixes of the main branch, the standby branch and the double branches respectively.
4. A method according to claim 3, wherein the distribution matrix is calculated by:
for the main branch, the standby branch and the dual branch, all performing:
obtaining a corresponding output moment matrix;
setting an initial value of an iteration variable as a unit matrix to obtain a target value of the iteration variable through iterative calculation based on the output moment matrix, the rank of the output moment matrix and the trace of the output moment matrix; wherein the number of iterations of the target value is determined based on a rank of the output torque matrix;
and determining a corresponding distribution matrix based on the target value of the iteration variable, the output moment matrix, the rank of the output moment matrix and the trace of the output moment matrix.
5. The method of claim 1, wherein the determining the required start-up time for each engine based on the allocation matrix corresponding to the target branch, the target impulse moment, and the null-space solution for the target branch comprises:
determining a preliminary starting time length matrix corresponding to the target branch based on the distribution matrix corresponding to the target branch and the target impulse moment; the preliminary start-up duration matrix comprises preliminary start-up duration of each engine in the target branch;
calculating a zero-space solution of the target branch based on the output moment matrix of the target branch;
and determining the required starting time length of each engine in the target branch based on the zero space solution of the target branch and the preliminary starting time length of each engine in the target branch so as to determine the required starting time length of each engine of the aircraft.
6. The method of claim 5, further comprising, after said determining the required on-time for each engine in said target branch:
when the target branch is a main branch or a spare branch, the required starting time length of each engine in the other branch is zero.
7. A method according to claim 3, wherein the distributing the impulse moment corresponding to the failed engine to the engine not including the other branch of the failed engine according to the required starting time of the failed engine to obtain the final starting time of each engine includes:
determining impulse moment corresponding to the fault engine based on the required starting time length of the fault engine and the output moment vector of the fault engine;
determining the additional starting time length of each engine in the branch which does not contain the fault engine based on the impulse moment corresponding to the fault engine and the distribution matrix corresponding to the other branch which does not contain the fault engine;
adding the extra starting time length of each engine in the branch which does not contain the fault engine to the required starting time length of each engine in the branch which does not contain the fault engine, and performing zero space processing on the added matrix to obtain the final starting time length of each engine in the branch which does not contain the fault engine;
setting the final starting time length of the fault engine to 0, wherein the final starting time length of the engine which normally works in the branch where the fault engine is located is the corresponding required starting time length, and obtaining the final starting time length of each engine in the aircraft.
8. A multiple redundant attitude control engine distribution arrangement for fault tolerance, for use in an aircraft attitude control system, said arrangement comprising:
a determining unit for determining distribution arrays of the main branch, the spare branch and the double branch based on the installation position, the installation direction and the thrust of each engine, respectively;
an acquisition unit configured to execute, for each attitude control: acquiring a target impulse moment, a target branch and a fault engine; the target branch is one of a main branch, a standby branch and a double branch;
the calculating unit is used for determining the required starting time length of each engine based on a distribution matrix corresponding to the target branch, the target impulse moment and a zero space solution of the target branch when the fault engine is located in the target branch;
the distribution unit is used for distributing impulse moments corresponding to the fault engine to the engines which do not comprise the other branch of the fault engine according to the required starting time length of the fault engine, so that the final starting time length of each engine is obtained, and the attitude control is carried out on the aircraft.
9. A computing device comprising a memory and a processor, the memory having stored therein a computer program, the processor implementing the method of any of claims 1-7 when the computer program is executed.
10. A computer readable storage medium having stored thereon a computer program which, when executed in a computer, causes the computer to perform the method of any of claims 1-7.
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